Airplane-arresting hook



May 1, 1928.

, 1,668,113 1 H. H. HAASE ET AL v AIRPLANE ARRESTI NG HOOK 2 Sheets- Sheet. 1'

Filed Sept. 12,1927

, v I INVENTORS ATTORNEY May 1, 1928. V 1,668,113 H. H. HAASE ET AL I AIRPLANEv ARRESTING HOOK Filed Sept; 12. 1927 2 Shee'ts-Shet 2 INVENTORS )M I I I ATTORNEY ficient leng Patented May i; 1928.

,I-UNITED STATES PATENT OFFICE.

HERMAN n. niiasn Am) rBEnEnIcx e. ARNOLD, or SEATTLE, wasnmerron, as-

i SIGNORS T0 IBQEIN G AIRPLANE COMPANY,

or SEATTLE, wasnmetron.

AIEPmE-AERESTING noo Application flied september 12,1927, Serial No. 218,129.

This invention relates to improvements in apparatus employed by airplanes for engaging with arresting "gear and the like that may be provided on short landin fields and other places of limited size not aving suf th for the normal typeof landing.

A principal object of the invention," is to provide apparatus of this character which will automatically centralize itself with respect to the longitudinalaxis' of the airplane; insure positive, rapid and accurate locating of the hook into its operative position, and at the same time permit yielding movement of the hook under spring tension for encountering .any irregular surfaces or parts of the landing gear which may be in the path of movement of the plane making' a landing.

A further object is the provision of sufiicient strength in the hook' centralizing means, for straightening the course of travel of the plane after the hook has engaged a portion of the arresting gear, as it is quite venience 1n illustration.

common in making such landings for aplane to approach thearresting gear at an ang due to side winds, skidding, and the like.

These and other objects will appear as. our invention is more fully hereinafter described in the following specification illustrated in the accompanying drawings and finally pointed out in the appende claim."

In the dra Fig. ,1 is a fragmentary side elevation of an airplane, showing our improved apparatus in operative engagement therewith.

Fig. 2 is a plan view of Fig. 1 Y Fig.3 isa front end elevation of Fig. 1. Fig. 4 is a fragmentary perspective plan in Fig. 1, with some parts omitted for con- Fig. 5 is a side elevation of'Fig. 4. -Fig. 6 is an enlarged fragmentary plan view of our improved form of hook and shock absorbing means therefor. i 7 is a detail view of an expansion Fig. 8 is an end elevation of Fig.7.

Referringnow moreparticularly to the drawings:- I

Reference numeral 1 indicates the fuselage of an airplane, madeup of the usual truss work construction with the customary longitudinal transverse, vertical and dia onal tubular bracing. Centrally disposed n in 7 to receive a bolt within the tube 4, and- 1 le as, shown, and emb cables 13 and 14 which extend to the forward end of the fuselage and-are securely cab reach of thepilot, extending over a pulley 105 one of the transverse members 2, andrigidly mounted to it and between a pair of diagonal bracing members 3, is a tubular bear- 1 ing 4 which pivotally supports another tubular member 4:, the lowerend of which is bifurcated as-at 4 to form a pivotal connection with a hook member 5 and its shaft 6. The uppermost end of the bifurcated member 4 is provided with an apertured col- 7 8,-for retaining the tubular member 4" permitting rotary motion between the two tubes. 9 indicates an arm in al with the collar 7, which extends outwar l therefrom in alignment with the hook sha t 6, so that as the hook shaft is moved from side to side a corresponding movement will be imparted to the arm 9, each'side of the arm is yieldingl secured to the side members of the fuse age by means of resilient members 10, and suitable links '11. The resilient. members 10 (see Figs and 8) .are formed with a pa1r, of I grooved blocks of substantially semi-circular formation abutting each other raced by anendless piece of shock absorber cord 12 or any other suitable resilient means, so that when the hook shaft 6 isJnoved from-side toside in either direction as shown in dotted lines in Fig. 2, tension will-be applied to the arm 9, thus re storing the shaft to its normal-and central position. Centrally located on the shaft ,6 and pivotally mounted thereto isacross-arm 12 to the outer ends of which are secured anchored for distributing the stress of the hook when engaging with the arresting The arm 12 being pivotally mounted to the shaft 6 permits the cables to maintain a par- 95 allel relationship at all times. The shaft 6" I is made up of two parts, as shown in Fig. 6, the smaller portion being slotted as. at 15,- to slidably embrace a pivot pin 16, so that; when the hook engages the arrestin the shock will be absorbed by the cab es and not the pivoted end of the hook shaft and itspivotal'connections. 17 indicates another e coming from a point within convenient 18, and connecting with the hook shaft as at 19, for raising and lowering the hook. 20 indicates acurved 'projection from the shaft 6 to which is secured one end of aiesilient member 21,-the opposite end being secured no gear,

;, by a 21','to the-fuselage as at 2 2 to inin the art without of the hook lVhilewe-have sho a' particular form of embodiment of our 'llIVGDtiOIl Y-WG are ,aware that many minor changes therein will readily suggest themselves to others skilled and scope of our invention; e 7

Having thus described the invention, what 'weolaim as new and desire to'proteet by Letters Patent is:- a

In apparatus of the class'desoribed, the combinationof a hookthe shank-of which is pivotally' mounted at a point below the bottom of the body oila n airplane said,

a curved arm extendin departing fromthe spirit shank being formed with a, vertical jand horizontal continuation in radvanco of said pivotaleonneetion, said horizontal continuation engaging witha'pau of oppositely disposed I resilient members for aligning 1 said shank with the longitudinal axis of the.- airplane bodywhen the hookis operatively en aged,

upwardly an wardlyfrom said. shan t and enga "ng with a; resilient cable, the .oppo site'en" of said. cablebeing' secured to the airplane body and adapted to lower saidshank against the rush of air incident tofiight of the'airplane.

, In testimony whereofwe aflix our signa;

tures; Y 4

- THERMAN HJHAA'SEL,

FREDERICK o. ARNOLD. 

